Car Review: 2008 Lexus IS F

Speed demon dressed in luxury

If you’re a gear head, it’s a wonderful world – only the amount of horsepower under the hood of the modern automobile is rising faster than the price of gasoline. Thus far, I have driven the Nissan GT-R (480 hp), Chevrolet Corvette ZR-1 (a “mere” 638 hp) and, most recently, the Lexus IS-F. If one were to use a broad brush, the first two are more race cars with street ability. The Lexus is just the opposite. It is a fully loaded luxury car that just happens to come with one heck of a turn of speed. The fact that this rendition ramps up the personality side of the equation adds the finishing touch.

Lift the bulging hood and one finds a Yamaha-massaged 5.0-litre V8 that pushes 416 horsepower and 371 lb.-ft. of torque at 5,200 rpm. It is also state-of-the art, using a mixture of direct and port fuel injection as well as variable valve timing on the intake side. This combination delivers a ton of power over a surprisingly broad range. It is also good enough to motivate 1,715 kilograms of leather-lined luxury from rest to 100 kilometres an hour in a very quick 4.8 seconds. That’s impressive. However, this engine really shines in the mid-range. The IS-F charges from 80 to 120 km/h in 3.9 seconds and on up to an electronically limited top speed of 270 km/h.

To give the impression of speed – as if it really needs one – Lexus employed a neat sleight of hand to give the riders a treat. Rather than bellowing its speedy prowess through the quad tailpipes (they actually sound fairly muted even at full chat), the IS-F opens a secondary air snorkel that’s housed under the right side fender. When this thing opens, at 3,600 rpm, the IS-F not only feels the part, it sounds it, too.

Part of the IS-F’s speedy response is down to an eight-speed manumatic that can be shifted through steering wheel-mounted paddles or the shift lever.

The beauty is that the paddles work regardless of whether the driver is in the drive or manual mode. Then there’s the sport button. When activated, it not only moves the electronic stability control system’s intervention point out to adventurous and brings a faster tip-in (the throttles open wider for a smaller pedal input), it also firms up the steering and alters the transmission’s shift pattern. It is a shame the button is buried down on the dash just above the driver’s right knee – it should enjoy a place of prominence given the good things it accomplishes.

The other likable part of the powertrain is the speed with which things get done. The transmission, for example, upshifts in a blazingly fast 0.1 seconds. On the way down, the engine’s brain blips the throttle, which brings a smoother shift and better balance.

The suspension has been heavily massaged. The front spring and damper rates are up 90 per cent and the rear is 50 per cent firmer than the IS 350’s suspenders. This keeps the body flat when cornering forces build. Add to this a perfectly weighted steering setup that is equally well balanced in terms of its feel and feedback and throw on P225/40R19 front and P255/35R19 rear tires and you have a car that can carve a corner with the best of them. On the flip side, the massaging does not destroy the ride comfort — it is European firm without being harsh.

Naturally, something this powerful off the line needs serious stopping power. The IS-F relies on 14.2-inch cross-drilled front rotors and six-piston Brembo calipers that are fed fresh cooling air through ducts in the front valance. Fade is non-existent and the pedal has a reassuring crispness to it.

All of the foregoing makes using the IS-F’s potential all but irresistible.

Thankfully, there is a top-notch electronic stability/traction control system. When left in the sport mode, it allows the back end to go walkabout before shutting down the fun. Lexus says the electronic stability control can be turned off. Trust me, it never goes to sleep completely. In spite of this peeve, I still had a blast.

As for the rest of it, well, it’s all IS. There are top-notch materials (the leather in particular), plenty of equipment and some very nice hand-finished aluminum trim on the doors and centre console. There are also boldly bolstered front seats that hug without confining.

The IS-F’s shortcomings are pretty much the same as others in the IS portfolio: Rear-seat legroom is tight and there is only a ski pass-through between the cabin and trunk, so carrying anything of substance is out of the question.

If from this you conclude that I enjoyed my time with the Lexus IS-F, you would be right, and for two important reasons. On one hand, it pampered my better half in a manner to which she is not accustomed. On the other, it delivered the road manners and driving fun demanded of a serious sports sedan.